New York City’s newly appointed transportation commissioner says the future of the city’s streets lies in lessons learned far beyond the five boroughs, from the bus corridors of Bogotá to the pedestrian plazas of Paris and the transit efficiency of Tokyo.
Speaking Thursday on WNYC’s Morning Edition, Transportation Commissioner Mike Flynn said global cities offer proven models as he works to fulfill Mayor Zohran Mamdani’s directive to remake New York’s streets into “the envy of the world.”
“New York is extraordinary, but no city has a monopoly on good ideas,” Flynn said. “Cities like Bogotá, Tokyo, and Paris show what’s possible when safety, efficiency, and people, not cars, are the priority.”
Global cities as a roadmap
Flynn highlighted Bogotá for its internationally praised bus rapid transit system and extensive bike-lane network, which earned the city a sustainability award from the Institute for Transportation and Development Policy. He also pointed to Tokyo, long regarded as a gold standard for urban mobility, where dense subway coverage and pedestrian-first design significantly reduce car dependence.
In Paris, sweeping reforms under Mayor Anne Hidalgo have dramatically reshaped daily life. Over the past decade, Paris has restricted vehicle traffic in its core, expanded walking space, and, following a voter referendum last year, closed hundreds of additional streets to cars while eliminating thousands of parking spaces.
In all three cities, cyclists account for more than 10 percent of commuters. In New York City, that figure remains closer to 2 percent.
A break from the past
Flynn’s vision marks a clear departure from the approach taken under former Mayor Eric Adams, who frequently described New York as having the world’s best transportation system. During Adams’ tenure, the Department of Transportation fell far short of City Council mandates to build out new bus and bike lanes, installing only a fraction of the miles promised.
Several ambitious street redesigns were stalled during that period, including a major safety overhaul of McGuinness Boulevard in Greenpoint. That project later became entangled in controversy and allegations involving senior City Hall officials. Flynn said those setbacks were not due to failures within the DOT itself but stemmed from political resistance at the executive level.
“The department has an incredibly capable team and strong internal safeguards,” Flynn said. “What was missing before was permission to act.”
Mayor Mamdani has since directed Flynn to proceed with the full McGuinness Boulevard redesign, signaling a sharp change in direction.
A technocrat with urgency
Unlike recent DOT commissioners drawn from electoral politics, Flynn comes from a deeply technical background. He previously served at the DOT under former Mayor Michael Bloomberg and later worked with transportation consultant Sam Schwartz, a key figure behind congestion pricing policy. Raised in a city household shaped by public service and delivery work, Flynn says he understands both the bureaucracy and the human cost of unsafe streets.
His familiarity with the inner workings of city agencies, observers say, could allow him to move faster on Mamdani’s priorities, particularly improving bus speed and reliability, a cornerstone of the mayor’s campaign promise to deliver “fast and free” buses.
“My philosophy is simple,” Flynn said. “Follow the data, listen to communities, choose the safest option, and act quickly. When it comes to street safety, delay costs lives.”
As the Mamdani administration settles in, all eyes are now on whether New York can translate global inspiration into local action, and whether its streets will finally begin to resemble those of the cities Flynn so openly admires.
By The Midtown Times Staff
Published Jan. 23, 2026
